James w



(No Model.)

J. W. COLE.

DRAW BARFOR CARS. No. 338,829. Patented Mar. 30, 1886.

WITNESSES Z WQ ' INVENTOR 6 ATTORNEY NTTED STATES PATENT JAMES W. COLE,OF. WESTFIELD, MASSACHUSETTS, ASSIGNOR OF TlVO-THIRDS TO GEORGE T. MOOREAND OYPRIAN J. KING, BOTH OE SAME PLACE.

DRAW-BAR FOR CARS.

1-. 121: be on Application filed July 20, 1885.

To all whom, it may concern.-

Be it known that I, JAMES \V. COLE, a citizen of the United States,residing at Westfield, in the county of Hampden and State of.Massachusetts, have invented new and useful Improvements in Draw-Barsfor Oars,of which the following is a specification.

This invention relates to continuous drawbars for railway-cars, soconstructed as to form a continuous draw-bar from one end of the car tothe other, and to form also a buffer for either end of the ear.

The construction of my improvement is fully shown in the accompanyingdrawings, forming part of this specification, in which Figure 1 is aplan view of the bottom of the car, and Fig. 2 is a perspective view ofmy devices and portions of the car-timbers turned bottom side up,showing more clearly the construction of the operating parts at one endof the car.

The parts are constructed in precisely the same manner at both ends ofthe car.

In the drawings, A is the bottom of'the car, and B the two centrallongitudinal timbers, between which my draw-bars are placed.

E E are the draw-bars proper, and b b are the connecting-rods unitingthe devices of both ends of the car.

a a are spiral springs on the ends of connecting-rods b, and S S arespiral springs on the shank d of the draw-bar.

D D are the notched supports for the crossheads 0 c 0 m m are keysthrough shank d.

The supports D, supporting cross-heads c c 0 are bolted securely to thecentral longitudinal timbers, B, of the car, and are notched to receivethe ends of the cross-heads, as shown, in such a manner as to allow oflimited longitudinal movement of the said crossheads in either directionbetween timbers B. The spring S always keeps the cross-head 0 back inits notch as far as it can go. The shank d of the draw-bar E passesthrough cross-heads c c 0 and keys at are inserted through the saidshank back of and in con tact with said cross-heads c and 0 A spiralspring, S, is placed on that portion of shank EFECATION forming part ofLetters Patent No. 338,829, dated March 30, 1886.

Serial No. 172,060.

(No model.)

d between crossheads c and c", abutting on each of said cross-heads. Theconnecting rods 1) I) pass through the cross-heads c" c at either end ofthe car nearly to cross-heads c 0', and 011 the ends of the rods b thusproject ing through cross-heads c c are placed the spiral springs a a,said springs abutting on cross-head c and against a nut screwed on theend of said rod d. Thus connected, the rods (1, together with draWbarsE, with their shanks d, form a continuous and cooperative 6o ly-actingdraw-bar and buffer for each end of the car.

The plates I are secured to the notched cross-head supports by bolts, sothat they can easily be removed by removing the nuts.

In practice, when the draw-bar E is driven in toward the caras incoupling one ear to another, for instancethe shoulder on the draw-bar,just in front of cross-head c, abuts on said cross-head and forces it inbackward in the notch in support D, compressing spring S, which thusacts as a buffer-spring. \Vhen the train is started ahead, the crossbars0' and c c are all drawn forward in the direction the train is moving,compressing the springs 011 both ends of both of the connecting-rodsbetween the cross-heads c and the nuts on the ends of said rods. Thus itwill be seen that all shocks and sudden strains on the drawbar areobviated, either when one draw-bar is driven in, as in coupling, or whenboth are driven inward at the same time, as in the sudden stoppage of atrain, or when both are drawn outward, as in the starting of a train.

\Vhat I claim as my invention is 1. Two sets of draw-bar connections fora car, one at each end thereof, each consisting of a draw-bar, E, havinga rigid shank, b, thereon, extending through three cross-heads, c c 0and having an engagement with the 0 rear side of two thereof, a spring,S, located on the shank of the draw-bar between the cross-heads c 0, twolongitudinal notched supports, D D, for the ends of said cross-heads, inwhich the latter have a limited movement 5 imparted thereto by eitherdraw-bar, two connecting-rods b b, whose ends pass through thecross-head c" of each set of said connections,

and a spring, a, between the end of each of l and having an engagementwith the two inner said rods and the side of said cross-head c, I

all combined and operating substantially as set forth.

2. The parallel separated timbers B 13, secured to the bottom of thecar, the notched supports D D, secured to the opposite inner sides ofsaid timbers at each end of the car, the cross-heads c c c", engaginginthe notches in said supports, and having a limited movement therein, thedraw-bars E E, each having a shank passing through said cross-headsones, the springs SS, one on each draw-barshank between the cross-headsc c, the con- 15 necting-rods b 1), extending through the crosshead 0 ateach end of the car, and each having thereon, between its end and theside of said cross-heads c, the spring a,oombined and operatingsubstantially as set forth.

JAMES W. COLE. Witnesses:

WM. H. CHAPIN, J. D. GARFIELD.

